Power transmission



lSel#- 9, 1941 J. A. H. BARKEIJ POWER TRANsMIs'sIN 3 Sheets-Sheet l Filed" Jan. 13, 1958 Y IULQU @verwrv Sept 9, 1941- J. A. H. B'ARKEIJ I l 2,255,738

POWER TRANSMISSION l Filed Jan. 1s, 195s asneetS-sheet TIG 9.

1N VENT OR.

Patented Sept. 9, 1941 UNITED #sr er ori-ics y"'POWERfraaixtsivnssIoN Jean A. ,n..arkeit .Aitadena yCalif.

Application January 13, 11938, KSerial No. 184,904

zooiaims. (c1. 19a-4s) -niay'` engager theV respective tooth v means I4 Aand "19; onthe'drive shaft and second gear drive re- '-spectivelyn- With partial -release is'in fact only `fMy invention l relates more'v particularlyrv to transmissionv meehanism for automobiles'va'nd trucks, involving ymeans for driving the propeller -f shaftyconnected with the "rear `axle and wheels,

.ati different speeds forwards (and backwards lun- .i der the control-'of -the'operaton T'The present invention is a continuation of the 'princip-le-explainedin my'Patent 1,541,240Y and application 493,458," Nov= 4,1930. In said-'patent `it is proposed to reduce the rotational `speed of 4 the gears inthe gear box, to free these gears from AV-both ends,ffrernl the engine andfrom the rear axle."l This principle is further continued and claimed in my application No. 551,980, now Pat- :ent No; 2,l8l`-,54l Vdated Nov; 28,1939, led July 2 20, '1931.

The overrunning clutch is well known inthe art, and Vasfthese `clutches transmit power -only in one direction, it is logical to locate this free y wheel vclutch--beyond thereverse fgears; vso"` that `the vcar can loe-backecll up vwithout placing said free wheel out of commission In the present arrangement this clutch is placed between the high and intermediate A'gears on 'the clutchy shaft and the transmission shaft.` Y

My rst'objectis to have -lenoughfriction in by the gear shift lever prior to the soliddrive in high @intermediate-gear.

v'Mythird objectl is vtospro-videi additional friction between said-outer ringyaround the" free wvheei rollers,` andthe vinner core, ysplined on the transmission shaft, prior to the shift into solid drive i. e'. inhigh or intermediate gear, .and to decrease said friction about'at'the moment that .fsaidisolidhigh orintermediate gear is engaged.

Lineair hereby that the synchronised parts are .either partially released as shown-in the Fig'. 4, or entirelyfreleased as shown inFigs. 8 and 9. `The partial release vfalls in fact "under the said third objectjust as Well asthe complete release,

`hecausewith .decrease of friction is meant that vthe ring ,ishould bcrotatablewith respect to the .finner ring B. so that thentoothf-means' Hand l2 meant that the rings and t are rotatable with respectv with eachl other` prior to the' meeting and meshing of said tooth means so that the necessary small adjustment to engage said teeth "ftakesl place actually when the teeth to be meshed A on the variousparts may` touch each other slightly, and said touehwould be suicient to shift ring S circumferentially ywith respect to ring Sand reversely. And this cannotv be'done unless rings Gland 'are partially or substantiallyreleased from "each other by freeing the friction of .the shoe's 8b' from the ring 6, already meshed either' withl the drive shait It or'the gear wheel I8, 20. Myi-fourth object is to attain'the last two ob-A ject'sjby meansV of the smallestv number ofparts andthe least complication, thereby eifecting'synchronisation or equalised rotational. speed between four sets of clutch teeth prior to meshing them.

Although only a lsingle arrangement Yhas been shown,` it isunderstood thatthe` last three'objects maybe obtained in gear boxes, in which more than one free wheel is appliedV as' shown in my; application No. 493,458; Nov. 4, 1930, or.in any other arrangement patented ..or-to.be patented, in which a similar free wheel is'applied.

Referring to the accompanying drawings,

'Fig 1-Y is a'vertical section of a gear box of an automobile, showing about4 the standard arrangelmentexcept for theapplication of a free wheel on thetransmission, toieffect free wheeling for high andl intermediate drive.

ffFig. 2L is a vertical'section on a larger scale of said Yfree wheel; andl the'means to .effect equal rotational speed between clutchmembers to be meshed before the engagement of. said clutch members (see section line 2-2 in Fig. l)

" Fig. 3 shows Fig. 2 on the section'line 3 3, and

-' Fig'. 2 shows Fig. 3 on the section line 2'2.

Fig. 4 shows Fig. 2 on thesection line 4 4.

lFig. 5 shows an additional feature to the standardfof gear shift lever, which is optional, to feel ftherelative positions ofthe shiftable clutch unit for solid drive and free wheel drive, high or. secondgear.

Fig. 6 showsthe 5diferent positions ofthe 'gear-shift fork, on the gear shift shaft 3 for high and intermediate drive, and'shows thethree posi- 'tions 'for the gearshift fork forV low, neutral and reverse gear on the second gear shift 'shaft 3a,

`located behind said rst gear shift shaft, as

shift arm, and fork, 4 and 5.

shown in Fig. 1. The positions of the other end of the gear shift lever i. e. the knob 33, shown in Fig. 5, ywill be in reverse positions, of course, Von account `of the fulcrum I in Fig. 1. n Y

Fig. '7 is a View, largely diagrammatic, of an engine, clutch and change speed gear illustrating certain detai1s.`

Fig. 8 shows that the push rods 8d may be entirely released after passing over the humps IIc to press the shoes 8b on the inside of the ring 6, so that rings 6 and 8 rotate with the same speed, and this entire release should take place substantially prior to the meshing of the respective tooth means on the shiftable unit and on the drive or driven shaft. In Fig. 8 I construct.

an unround sloping surface on the lower end of said push rods 8d, and in Fig. 9 I show that they Y i clutch member I3 on the clutch shaft and the` gear wheel I 8, rotating freely with gear 20 on` the transmission shaft I'I. 1 are the rollers betweensaid outer ring 6, and the inner core 8v,

splined on said transmission shaft. 9 are rings, Which'are held in place on opposite sides of the rollers 'I by two springs II),V which lit elastically l in indentions made in said internal clutch meml z ybers 6a. and 6b, to prevent a longitudinal displacement between ring 6 and core 8 via the intermediate rollers 1.

II and I2 are teeth or so called dog clutch elements to engage respectively the inner dog clutch elements I4 on the clutch shaft I6, and the internal dog clutch elements I9 on the gear wheel I8, 20, rotating freely on the transmission shaft I'I. Y

Y22 is a ring attached to gear wheel 20 by the ring 2|, to prevent longitudinal sliding of the gear wheel 20.

23 is the gear wheel on the transmission shaft, which slidably engages low gear 21 onthe countershaft 39, or the reverse gear 25, which is rotated by gear wheel 26 on said countershaft. 24

is the gear shift fork, which shifts back and forth said gear wheel23 by means of a second gear shift shaft 3a, behindthe shaft 3, and ac- .tuated by the gear shift lever 32 in the same way as the shiftable clutch members 6a, 6b, II, I2, as is. well-known in the art.

28 and 29 -are gear wheels on the countershaft 30, to effect intermediate drive via said countershaft and gears" I and 20, as is well known in the art.

AIn Fig. 2 the Vfree wheel mechanism 6--I2 of Fig. 1 is shown larger and in transverse action.

The gear shift shaft 3 is located inside the jaw 2, which is connected by an arm 4, to the fork 5,

running in a groove 5a, ofthe ring V6.` Between 'the core 8 and the ring 6, Aare three Vsets of rollers 'I of different diameter, which slide on an outer circular path, having as a center, the center of the core 8,and slide or roll towards the insideV on vcurves,'which have their center offset from the Ycenter of the core. These rollers are by preference pushed in'counter'clockwise direction into transmission shaft II. As can be seen from Figure 3, these splines IIb have a limited length, in contradistin'cti-on to the splines IIa, (see Fig. 1) which run through from the left of the Vtransmission shaft to the extreme right thereof (With the exception, if preferred, of the length located under gear wheel 28, to provide a greater bearing surface for said gear wheel 20).

The clutch teeth 6b are also shown in their Yrelative position by means of single teeth at either side of an indention 8e, in the outer ring, to insert the core 8 inside the ring 6 and thereafter the rollers 'I. The teeth 6a and 6b are broken away between said three places, as shown -on either side of the ring 6, in order to show` better the position 4of the rollers. Then the rings 9 are inserted on top of the rollers. These rings 9 may have indentions corresponding to the teeth of the clutch members 6a. and II on the left side, and 6b and I2 on the right side, in order to insert them next to the rollers. The elastic rings I0 compressed and inserted next to said rings 9 keep them from sliding out. These rings I0 are split and hook into notches of the teeth of clutch members 6a and 6b, and expand into them outwardly. y

The friction blocks 8b may have different forms. 'I'he upper one in Fig. 2 extendsfrom the center'pin to the left and right, as far as the width of the extensions 8a on the core 8. The right lower one is shown with the ends bent over said extension 8a, and provided at one side with a hole to anchor the spring 1b. The left lower one is shorter than the width of arm 8a of the core 8, and is sunk into it. The springs 8c have to be pretty tough, if the splines I 'Ib are shallow, in order to obtain enough friction between the pieces 6 and 8b to speed up or to slow down the rotational speed of the clutch shaft I6, when the clutch pedal is Vdepressed and the gear'vshift lever moved into-conventional, or solid, second or high gear drive.

In Fig. 3, the splines Ilb are shown deeper than in Fig. 4, and end into the surface Iof the shaft I1. The distance between high and second gear` free wheel-position and high and second gear I solid-drive, should be fairlylong, otherwise the angle of the slopes I Ic becomes too steep and the resistance offered by the push rods 8d and springs 8c will cause toomuch resistance in the gear shift lever, bringing the conventional drive into operation without gear clash, or speeding up of the motor by the accelerator. In Fig. 4 a modification of said construction is shown. The push rods 8d' remain at the botto-m of the splines Ilb during neutral position and free wheel drive in-high and second gear. The incline on the pushrods 8d Vis the same as the incline I'Ic in the splines I'Ib, and this-construction, (like that in Fig. 3), makes the button 34 in the gear shift lever 32, together Vwith the stops 3l superfiuous, as these inclines IIc Warn the operator that the proper position for free wheel drive is reached. AIn Fig 4 the incline IIc ends on the other end into an abrupt drop, which causes, almost simultaneously with the gear mesh, less tension in the springs 8c, in order t-o eifect less friction between parts -6 and 8b to effect a smoother mesh between cl-u-tch members Hand I2 and clutch member I 4 on Asha-ft 46, Vand clutch member tI' on gear 2-0, respectively. v

In Fig. 2, -1'2 splines Ila) vare shown, of which however three -Ilb are limited and -used to effect said explained quiet -gear shift from free wheel position into solid drive position.

Inr case the operator wishes to see the gear position, the gear shift lever 32, can be provided with a central longitudinal hole 32a, in which operates a rod 35, ending into a button 34. A spring 34a, located between said button 34 and the knob 3'3, pushes this rod 'constantly upwards.

The rod '35 ends at its lower end into two arms 36, which limit the ggea-r shift lever only to the 2 free wheel positions. When the button 34 is Vdepressed by hand, the arms 36 are depressed ybelow the abutments "3l, and allow the opera-tor to move into lthe 2 conventional drives. However, as explained, the additional arrangement of the frictional means 8b, 8c, 8d and inclines .Ilc make this arrangement superfluous even for careless drivers and too careful drivers.

In Fig. -6, the 3 positions of the gear wheel '23 are shown., and the 5 positions of the clutch unit S, v'I, 8.

The operation Vof the device, in practice, is as follows. -From the foregoing 'description it is evident, that the gear shift in low and reverse is as in any other car, i. e. the clutch should be used for the gear shift. For the shift from neutral and towards neutral to and from the two free wheel positions, the use of the clutch is 'suerfluous, ldue to the free wheel between shaft I'I and shaft I6 (gears 243, 28, 29, YI5 all belong to shaft I6, on account of constant mesh between them). provided the gas pedal is used instead of the clutch. Like any other clutch operation the shafts I `I and I5 .are released vfrom each other by said free wheel, by throttling the gas. If the motor decreases its speed below that of the car, or shaft Il, motor yand car yare loose from 'each other, like in any standard car, in which the clutch releases the -car from the motor.

The clutch member 6b, when in neutral and the car is moving, has to be decreased in rotational speed, when to be meshed with clutch member I8, when the motor is idling, the gas being .shut off., (provi'ded the car 'has :more speed than the relative idling speed of the engine).

Equally when shifting from neutral vinto high, the clutch member 6a has to be decreased in speed, to mesh clutch member I3,when the motor is idling, the .gas being shut off. If the clutch members I3 and iid are meshed, and the operator wishes to go into second, the ring f6 is first decreased in speed, when the `gas is vshut off, and gears I5, 29, 28, 2l! decrease equally in speed. But gear wheel 1213 retains, however, a slower speed than :gear wheel ZIE so that when shifting from high into second, the ring 6 has to be decreased in speed .to mesh Aclutch member y6b with clutch member I8.

Reversely, when Vshifting from second into high, past neutral, the friction in the free wheel forces temporarily the ring B in the same rotational speed as the transmission shaft I.'I, when the car is moving, yand has 5to be decreased in speed somewhat to mesh clutch .member 5a with clutch member i3., unless a quick shift is made. The ring I5, having comparatively little weight, changes its rotational speed according to its gear shift so easy, that the rubbing of the clutch mem-ber Std, 6b with clutch member 13 :and IIB,

prior to the actual mesh, effects more -or less `a silent shift, without the use of any additional frictional means, between ring 6 and core B, but the friction provided by the rollers 'I.-

.In the present arrangement of Figs. 1 4, the gear :shift to free wheel position canbe made bythe use of the clutch only, or the Ause of the throttle 4?! only, yor .lo-oth, :as desired. However, when .shifting immediately from neutral into the solid drives, or from one solid drive into the other, a silent shift can be made under any condition yof vspeed of the car or motor (gas throttle on steering wheel), due to the vadditional frictional meansv explained before. When the 'clutch pedal is depressed the shaft fit is released from the motor., and the lever `32, when shifted directly into solid gear, .speeds up or retards the speed .oSf .sh-aft It or :I'I laccording ito 'the relative speed of lth'e car, by means of lparts 8b, 8c, 8d,

and splines IIb and ridges llc prior to the ac' tual mesh of clutch.members :M and EII, or I2 and I9. In other words, when 4usi-ng the clutch the free wheel 'positions can be passed, as vif they did not exist, which is not possible 'when .said parts 8b, 18o, 28d, I'Ib, I'Ic are not applied.

If .the :rollers 'I :and blocks 'Ia and spr-ings lb did vnot create a friction 'between 6 and 8, no ear shift could be .made from neutral position into free `wheel (or .sol-id drive) infhigh Sor second, when the lcar is `moving at a 'fair rate of speed, .as the rotational speed of ring '6, not rotating, and clutch .members I3 and I8, would differ too much, unless the clutch is used to decrease the speed of shaft I6. 'The friction 1 of rit-he .rollers 'I effects for that reason quicker interineshable peripheral speed, than when said ring B had no rotational Aspeed 4at all; when the car is speeding (movi-ngi.

Finally the attention is directed to the motor, or .prime mover shown in Fig. '7. The cl-utch pedal 42 is connected bymeans of rod 43, and fulcrum 4;! :of rod 43a with the throttle lever 44, operating the throttle 4G. If the clutch pedal is depressed the throttle 4U is closed. The rod 44 has a .stop 45, which slides in an eye of the rod 43a, which allows y'the operator to close the throttle every time the pedal 42 is depressed and to open it fully every time the pedal 442 comes back. The spring '46 pushes the throttle 40 always to open position. This Ivthrottle is independent of 'the ordinary throttle 4l to regulate the speed of thevmotor. Patent 1,541,240 shows another way to close a single throttle by the clutch pedal, independent of the regular operation of said throttle-to regulate thel engine speed. This additional feature is optional, of course, for the -construction vshown in the other figures in this application and in said patent. It makes the gear shift into the solid drives simpler, as the throttle 41 can remain in the condition, in which it was lprior to the shift.

I-t is `understood that the inclines in the splines Ilfc and I'Id may be varied to obtain the best effect. If these incl-ines become less steep the shift from free wheel position into solid position becomes longer. The spline vI'Id can be made as deep as the spline I'Ib in order to relieve the tension in the springs 8c entirely a little before, or practically simultaneously with `the clutch engagement. It -is understood that in the modication of Fig. 4, Athe various indentions indicated loy I'Ib and I'ld and further by the capital letters HC, HF, N, IF, IC, may be placed closer together, so that the 'synchromesh means acts twice, once for the free wheel position and once for the solidv gear position, as already shown and explained in my previous application No. 493,458

l Y of Nov.4,v193o.

associated with and betweenvthe overrunning parts of said clutch, dog Vclutches on one of said shafts and on said overrunning clutch to connect said clutch and shaft solidly when shifted in one direction, said friction clutch synchronizing said shaft and clutch prior to connecting them solidly by said unidirectional shift. i

3. The combination of claim 2, in which said friction clutch consists of an outer and an inner ring, and elastic members between the two, and in which said friction clutch is operated by driving said elastic Vmembers outwardly from the inner ring of said overrunning clutch towards theouterY ring thereof thereby producing an increasing friction between said two parts.

4. The combination of two aligned shafts, one having -a bearing in the other concentrically, an cutermember on one shaft, another inner member en said other shaft, elastic members between said two members, a friction shoe on the outer said elastic member between said push rod and said friction shoe upona shift, said friction shoe sliding upon the inside of said outer member.

5. VThe' combination of `two aligned shafts, one having concentrically a bearing in the other, one shaft having an external clutch member and an internal clutch member, a friction clutch effective upon a shift and slidable' on said other shaft and composed of an outer member and an inner member splined on said other shaft, said outer member provided with an inner clutch member slidable into engagement with the eX- ternal clutch member on said first shaft.

k6. The combination of an'overrunning clutch and a friction clutch, comprising an outer memberv and an inner member, means between the two tooperate said friction clutch simultaneously with the overrunning between said outer and inner members upon a shiftl of both of saidl two clutches on a shaft. Y

V7. Power transmission mechanism comprising a drive member, a driven kmember on a driven shaft, means associated with'said members for establishing an overrunning drive there-between, saidV means comprising interengageable teeth, said driven member having interengageable teeth for "establishing a two-way drive between said members, instrumentalities for synchronizing the teeth of each of said means immediately prior to interengagement, and means for releasing partially said synchronizing instrumentalities upon each of said interengagements.V

V8. The combination of claim 7, in which said last means are associated with and form part of a member on said driven shaft.

9. Powerv transmitting mechanism comprising movable drive and driven members on a driven shaft, clutch means associated with said members and engageable yto. synchronize said membersl one of said members hav/ing teeth, said driven member comprising a part splined on said driven shaft rotatable with and translatable relative to the other member and having teeth engageable with the aforesaid teeth without clashing upon engagement `of said clutch meansto establish a drive connection between said members, means for translating said part toward said one member, the-said clutch means being yieldable upon engagement of the teeth of said part to continue into engagement with the teeth of said saidv driven members on a driven shaft, clutchV means associated with said members and engageable to synchronize said members, one of said members having teeth, said driven member comprising a part splined on said driven shaft and rotatable therewith and translatable relative to the other member and having teeth engageable with the aforesaid teeth without clashing upon engagement of said clutch means to establish a drive connection between said members, means v for translating said part toward said one mem` ber, the said clutch means being yieldable upon engagement with the teeth of said part to continue into engagement with the teeth of said Yone member, and means for releasing said clutch upon synchronization of said mmbers, so that the teeth to be engaged are able to shifttheir radial position slightly to properly effect said engagement, and an overrunning clutch operating between said drive and driven members before said synchronization can start.

11. The combination of claim 10, inV which said last means are associated with and cooperative with said part splined'on 'said driven shaft.

12'. The combination of claim 10, in which said last means consisting of spring-pressed poppets translatable with said part on said driven shaft.

13. Power transmitting mechanism comprising relatively movable drive and driven members and an overrunning clutch operative between said drive and driven members, said last member on a driven shaft, clutch means associated with said members and engageable to synchronize said members having teeth, said driven member comprising a part splined on said driven shaft rotatable with and translatable relative to the other member and having teethV engageable with the aforesaid teeth of said driven member without clashing upon engagement of said clutch means to establish a drive connection between said members, means for translating said part toward said one member, the last mentioned means beingv yieldable upon engagement of said clutch means first and second drive members `and an interme-A diate driven element splined to a driven shaft having a bearing in said first drive member, clutch means associatedwith said members and element and engageable to synchronize selectively either member with said element, said element having clutch means to establish a drive connection selectively between either member and said element, means for translating said part towards either member, the last mentioned clutch means being yieldable upon engagement of said clutch means to enable the teeth of said part to continue into engagement withrthe teeth of either member, and means for returning said element to a position of neutrality relative to said members when either drive connection is effected, and an overrunning clutch operating between said drive member and driven element before said synchronization starts.

16. The combination of claim 15, in which said last means are associated with and cooperative between said element and splined on said driven shaft.

17. Power transmission mechanism including driving and driven members, shiftable means for establishing an overrunning drive between said members, said shiitable means consisting of one member having tooth means to engage tooth means on said driving members to establish an overrunning drive between said members, and consisting of another member having tooth means to engage tooth means on said driving members and operable by a further shift in the same direction for establishing a two-way drive between said members, means for synchronizing said tooth means immediately prior to their interengagement.

.18. The combination of claim 17 in combination with means for releasing the synchronizing means prior to the engagement of said latter tooth means for a tWo-way-drive between said drive and driven members.

19. The combination of claim 17 in combination with means for releasing the synchronizing means prior to engagement of said tooth means effecting a two-way drive between said drivev and driven members, said latter means associated and cooperative between said one member having tooth means 4establishing the two-way drive and said means for synchronizing said tooth means.

20. Power transmission mechanism including a drive member, a driven member and an overrunning clutch operating between the two when in driving relation, toothed clutch means associated with said members for establishing a direct drive between said members, means for synchronizing said tooth means immediately prior to their interengagement, and means for releasing the synchronizing means prior to engagement of said tooth means, said synchronizing tooth means being splined on and rotatable with said driven member and translatable thereon.

J. A. I-I. BARKEIJ. 

